Railway-car.



PATENTED MAR. 8, 1904.

G. VANDERBILT.

RAILWAY GAR.

APPLICATION FILED PEB. 17. 1902.

4 SHEETS-SHEET 1.

N0 MODEL.

INVENTOR' WITNESSES TORNEYS No. 753,938.v

PATENTED MAR. 8, 1904.

C. VANDERBILT.

RAILWAY CAR.

APPLLOATION FILED rma. 1v, 1902.

4 SHEETS-SHEET 3.

X0 MODEL.

Q ..-1--- wmwwbi .0.-.. w

WITNESSES mil AUORNEM No. 753,938. PATENTBD MARLB, 1'904.-

C. VANDERBILT.

RAILWAY CAR. APPLIoATIoN FILED FEB. 17.1902. v1ro Monm.. 4 snnnTs-snnn'r 4.

MM l

'me wams varias CA, vuorouflao., wAsHmcToN, o. c.

Patented March 8, 1904.

PATENT Orrrce.

CORNELIUS VANDERBILT, OF YORK, vN. Y.

RAILWAY-CAR.

SPECIFICATION forming part of lLetters Patent No."753,938, dated March 8, 1904.

Application iiled February 17,1902. Serial No. 94,411. (No model.)

To l1/ZZ whom it may concern.-

Be it known that I, CORNELIUS VANDERBILT, a citizen of the UnitedStates, residing in the borough of Manhattan, cit-y and State of New York, have invented certainnew and useful Improvements in Railway-Cars, of which the following is a specification. l

My invention relates to an improved form of metallic car. In they construction of this car it is my aim to use wherever practicable ordinary commercial rolled-metal beams, such as channels and angles, and very few parts which vneed to be specially made, so that the car, in addition to being strong, durable, and simple in construction, lcan also be manufactured at a small cost and inthe least possible time.- 1- One may, however, make use of pressed metal or other material, if desired I have shown my invention asA embodied in a {iat-can, but it is not limited to this form of car, as' it is obvious that the car-frame herein described and `claimed is equally applicable to other forms of car, such as box-cars, gondola cars, &c. The scope of the invention is defined by the appended claims.

Reference is made to the accompanying drawings,in which-y Figure 1 is` a plan, and Fig. 2 is a central longitudinalsection, of one half ofthe car, part of the iiooring being broken away in Fig. 1. Fig. 3 is a transverse sectional'viewfthe left half being taken on theline 3 3 of Fig. 2

andthe right half being ktaken on the line 4 4 ofl-Fig. 2. Fig. 4 is an end elevation of the car;fand Fig. 5 is a perspective view showing the end floor-plate, part of said plate and adjacent parts `being broken away.

The description being confined to that hal of the car which is v illustrated it will be understood that the other half of the car is in all material respects similar to that which is shown.

The supporting-framework of the car comprises two longitudinal center sills, (shown as channels 1 1,) which are securely united at their ends by the bolster-pieces 3. These channels face inward, and to their at outer faces or backs at the bolsters are secured the bent channels 4 4, which act as tension truss members between the bolsters, but which also eX- tend horizontally beyond the bolsters and carry the draft-rigging guides 25 and the end sills 24. Between the channels 1 and 4 and secured thereto bythe angle-bars 6 and 7 are twotransverse beams 5, which may be channels, one only of which is shown, the other one being correspondingly situated in that half of thecar which is not shown. These beams act as struts between the truss members 1 and 4 and also sustain the longitudinal channels 2 2, lwhich constitute the side sills. The beams 5 also act as struts between the sills 2 and the bent channel side truss-beams 8, to which they are secured by angle-bars rand 7. The side sills 2 2 are further secured to the center sills l 1 by means of the bolster-pieces 3'. The construction of the longitudinal center and side trusses entirely of anged beams is a decided improvement over the use of truss-rods. It possesses the advantage which usually accompanies the use of flanged beams-viz., the greatest possible strength with the least possible weight-and, furthermore, the flanged tension member of my structure can be much more readily secured to the sill or compression member than could an ordinary truss-rod.

A suitable number of transverse Hoor-beams 17 extend from side to center sills and between the center sills, as shown. The upper surface of said Hoor-beams and of the bolster-pieces 3 and 3 is iushv with the upper surface ofthe center and side sills. The side Hoor-plates 10 and the end floor-plates 12 are laid directly upon this surface. The bolster is completed by the cover-plate 11, which is secured above the floor-plates 10 and 12 to the parts 3 and 3.

The end floor-plate 12 is bent downward at its outer edge, so as to cover the ends of the channels 4 and 2 and the spacing-block 24, to which it is irmly secured by angle-plates 13, whereby an end sill may be dispensed with. rlhe lower edge of the downwardly-proj ecting portion of the plate 12 is cut away at 18 to permit the passage of the draw-bar or coupling 19 and is stiifened by the angle-bars 20. Instead of using separate pieces 20 for this purpose the lower edge of the plate may be turned in to form an integral stiffening-flange. The inner edge of this plate preferably extends to the bolster, as shown, though this is imma- IOO terial, the essential feature of construction being that enough of the inner part of the plate is horizontal so that it may be securely riveted to the upper anges of the longitudinal beams. In case the car is floored with wood the liooring would be laid above the said horizontal portion.

The side floor-plates 10 preferably extend continuously from bolster to bolster and cover the space between the side and center sills to which they are riveted. The space between the center sills is covered by the center floor plate 28, likewise extending from bolster to bolster and being riveted to the said sills above the side iioor-plates.

Having described my invention, what I claim, and desire'to secure by Letters Patent, 1s-

1. In a metallic car-frame, a longitudinal center truss, a transverse beam forming a strut for said truss and side sills secured to the ends of said beam, substantially as described.

2. In a metallic car-frame, longitudinal center and side trusses and a transverse beam forming a strut for each of said trusses and supporting said side trusses, substantially as described.

3. In a metallic car-frame, a center sill, side trusses, a transverse beam forming a strut for said trusses and secured to said center sill, substantially as described.

4. In a metallic car-frame, a longitudinal center truss composed of flanged beams and a transverse beam forminga strut for said truss, substantially as described.

5. In a metallic car-frame, longitudinal center and side trusses composed of iianged beams and a transverse beam forming a strut for each of said trusses, substantially as described.

6. In a metallic car-frame, a longitudinal center sill, longitudinal side trusses composed of flanged beams, and a transverse beam forming a strut for said trusses, substantially as described.

7. In a metallic car-frame, a plurality of members, each comprising astraight longitudinal channel-beam and a channel-beam bent in the plane of its web, and placed back to back with said straight beam, its ends being secured thereto, and a transverse beam interposed between the straight and bent channels of each member, substantially as described.

8. In a metallic car-frame, center trusses comprising flanged beams 4, 4 having horizontal end portions which carry draft-rigging guides and intermediate portions depressed below said horizontal end portions, and straight anged compression members 1, l secured to the horizontal portions of said flanged beams 4, 4, substantially as described.

9. In a metallic car, longitudinal supporting-sills, Hoor-plates laid thereon, the end floor-plate being bent down and secured directly to the ends of said sills, whereby an end sill is dispensed with, substantially as described.

10. In a metallic car, a floor-plate having a portion bent down to form an end plate, said portion being apertured to permit the passage of the draw-bar or coupling, substantially as described.

11. In a metallic car, a floor-plate havinga portion bent down to form an end plate, said portion having stiening anges along its lower edge, substantially as described.

12. In a metallic car, longitudinal center and side sills, bolster-pieces secured therebetween, side licor-plates extending from side to center sills between the holsters, a center floor-plate extending from center to center sill above the side floor-plates, end floor-plates extending from the holsters to the ends of the said sills, and a bolster-cover plate secured .above the adjacent edges of the end and side plates, substantially as described.

13. In an underframe, a trussed longitudinal supporting-sill composed of tension and compression chords formed of flanged bars arranged in the same vertical plane, and transverse transoms which extend between the chords of said sill and constitute struts therefor, substantially as set forth.

14. In an underframe, trussed center sills each composed of tension and compression chords formed of flanged bars arranged in the same vertical plane, and transverse transoms which extend between the chords of said sills and constitute struts therefor, substantially as set forth.

15. In an underframe, trussed center sills each composed of tension and compression chords formed of flanged bars arranged in the same vertical plane, and transverse transoms formed of anged beams which extend between the chords of said sills and constitute struts therefor, substantially as set forth.

16. In an underframe, the lcombination of trussed longitudinal center and side sills each composed of upper and lower chords formed of flanged bars arranged in the same vertical plane, and transverse transoms which extend between the chords of said sills and constitute struts therefor, substantially as set forth.

In witness whereof I have hereunto signed my name this 15th day of February, 1902.

CORNELIUS VANDERBILT.

In presence of- Louis A. SHEPARD, JAMES J. Cosenovn.

IOO

Ins

IIO 

